Pre-crash seat actuator system and method

ABSTRACT

A pre-crash seat actuator system for moving a vehicle seat includes an occupant protection control system that determines a collision is imminent and provides a trigger signal and an enable signal. A vehicle seat controller receives the trigger signal and determines a moving the vehicle seat to a desired position to mitigate severity of a collision. In response to the trigger signal, the vehicle seat controller provides a fast mode voltage for moving the vehicle seat in a fast mode. A smart control adapter determines whether the fast mode voltage and the enable signal are both received, to provide the fast mode voltage to a vehicle seat electric drive. In another embodiment, the vehicle seat controller receives the trigger signal and a collision signal to provide fast mode voltage, and the seat is returned to an original position when a crash does not occur.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is a divisional of and claims priority to U.S.patent application Ser. No. 16/336,674, filed on Mar. 26, 2019, whichclaims priority to PCT/US2016/058161, filed Oct. 21, 2016.

BACKGROUND

The present invention relates to a system and method for operating apre-crash seat actuator system to minimize inadvertent operation of apowered vehicle seat.

SUMMARY

In one embodiment, the invention provides a pre-crash seat actuatorsystem for moving a vehicle seat of a vehicle. The pre-crash seatactuator system includes an electronic stability control, apre-collision sensor unit for sensing objects near the vehicle, and anoccupant protection control system that includes an occupant protectioncontrol processor. The occupant protection control processor configuredto: receive inputs from the electronic stability control and thepre-collision sensor unit, use the inputs to determine that a collisionis imminent, and when a collision is imminent, provide a trigger signaland an enable signal. The system includes a vehicle seat controllerincluding a seat control processor that is configured to: receive thetrigger signal, determine a direction and a distance for moving thevehicle seat when a collision is imminent from a current seat positionof the vehicle seat, and in response to the trigger signal, provide afast mode voltage for moving the vehicle seat in a fast mode. The systemincludes a smart control adapter including a voltage sensor for sensingthe voltage received from the vehicle seat controller, and a smartcontroller. The smart controller is configured to: determine whethervoltage received from the vehicle seat controller is the fast modevoltage for moving the vehicle seat in the fast mode, determine whetherthe enable signal is received from the occupant protection controlsystem, and when the voltage received corresponds to the fast modevoltage and the enable signal is received, provide the fast mode voltagereceived from the vehicle seat controller to a vehicle seat electricdrive to move the vehicle seat in the direction to mitigate severity ofa collision to an occupant of the vehicle seat.

In another embodiment, the invention provides a method for moving avehicle seat when a collision is imminent comprising determining that acollision is imminent with an occupant protection control system andproviding at least one trigger signal and at least one enable signalfrom the occupant protection control system when a collision isimminent. In response to receiving the at least one trigger signal, avehicle seat controller provides a fast mode voltage on a powerconnector to a smart control adapter that includes a smart controller.In response to receiving the voltage from the vehicle seat controller,the smart controller determines whether the voltage provided by thevehicle seat controller corresponds to the fast mode voltage for thevehicle seat, and when the voltage received corresponds to the fast modevoltage and the smart controller determines that the enable signal isreceived, the smart controller provides the fast mode voltage to avehicle seat electric drive. The vehicle seat electric drive moves thevehicle seat in response to the fast mode voltage received via the smartcontroller to mitigate the severity of a collision on an occupant of thevehicle seat.

In another embodiment, the invention provides a smart control adapterfor a vehicle, comprising a connector power port for receiving a powerconnector from a vehicle seat controller, an output connector port forproviding voltage from the smart control adapter to a vehicle seatelectric drive, an enable input port for receiving an enable signal froman occupant protection control system when an imminent collision isdetermined, a voltage sensor for sensing voltage provided on the powerconnector, and a smart controller. The smart controller is configuredto: receive the sensed voltage from the sensor and determined whetherthe sensed voltage corresponds to a fast mode voltage, determine whetherthe enable signal is received or not received, provide no voltage to thevehicle seat electric drive when the fast mode voltage is received andthe enable signal is not received, and provide the fast mode voltage tothe vehicle seat electric drive when the fast mode voltage provided bythe vehicle seat controller is received and the enable signal isreceived.

In another embodiment, the invention provides a method for moving avehicle seat when a collision is probable comprising determining that acollision is probable with an occupant protection control system andproviding at least one trigger signal and at least one collision signalfrom the occupant protection control system when a collision isprobable. In response to receiving the at least one trigger signal andthe at least one collision signal by a vehicle seat controller, themethod provides a fast mode voltage from the vehicle seat controller ona power connector to a vehicle seat electric drive for moving thevehicle seat from a starting seat position to a desired seat position tomitigate the severity of a collision on an occupant of the vehicle seat.In response to loss of the collision signal, the method provides avoltage on the power connector from the vehicle seat controller to thevehicle seat electric drive to return the vehicle seat to the startingseat position.

Other aspects of the embodiments will become apparent by considerationof the detailed description and accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a block diagram of a pre-crash seat actuator system.

FIG. 2 is a block diagram of a vehicle seat controller and devicesconnected thereto.

FIG. 3 is a block diagram of a smart control adapter and devicesconnected thereto.

FIG. 4 is a flow chart for a method of operating an occupant protectioncontrol system.

FIG. 5 is a flow chart for a method of operating the vehicle seatcontroller.

FIG. 6 is a flow chart for a method of operating the smart controladapter.

FIG. 7 is a block diagram of an embodiment of a pre-crash seat actuatorsystem.

FIG. 8 is a block diagram of a vehicle seat controller and devicesconnected thereto for the embodiment of FIG. 7 .

FIG. 9 is a flow chart for a method of operating the occupant protectioncontrol system of FIG. 7 .

FIG. 10 is a flow chart for a method of operating the vehicle seatcontroller of FIG. 8 .

DETAILED DESCRIPTION

Before any embodiments of the invention are explained in detail, it isto be understood that the embodiments are not limited in its applicationto the details of construction and the arrangement of components setforth in the following description or illustrated in the followingdrawings. The invention is capable of other embodiments and of beingpracticed or of being carried out in various ways.

FIG. 1 is a block diagram of a pre-crash seat actuator system 20according to one embodiment. In one embodiment, a pre-collision sensorunit 24 includes at least one sensor from the group consisting of aradar sensor, a Lidar sensor, a video imaging sensor, and an ultrasonicsensor. Other sensing principles are contemplated. In some embodiments,multiple sensors of each type are contemplated for the pre-collisionsensor unit 24. Sensing of potential collisions with frontwardly locatedor rearwardly located vehicles or objects near or about the vehiclehaving the vehicle seat is contemplated. In one embodiment, thepre-collision sensor unit 24 is capable of determining the speed anddirection of movement of other nearby vehicles to assist in determiningwhether a collision is imminent.

FIG. 1 shows an electronic stability control 26 that controls vehiclespeed and other conditions to provide vehicle stability by detecting andreducing loss of traction (skidding). FIG. 1 also shows a contactcollision sensor 28 that can be an accelerometer or other type ofcollision sensor. In one embodiment, the contact collision sensor 28 isdisposed within an occupant protection control system 30. In someembodiments, the pre-collision sensor unit 24, the electronic stabilitycontrol 26 and the contact collision sensor 28 are in communication withthe occupant protection control system 30 via a communication bus, suchas a Flex-ray or a controller area network (CAN) bus. In otherembodiments, individual electrical connections are provided for some orall of the units and sensors.

The occupant protection control system 30 includes an occupantprotection control processor 34 that determines an impending vehiclecollision from inputs from the pre-collision sensor unit 24 and theelectronic stability control 26. The occupant protection control system30 includes a memory 35 for storing algorithms or programs executable bythe occupant protection control processor 34. The occupant protectioncontrol processor 34 also determines a vehicle collision or vehiclecrash condition in response to inputs from the contact collision sensor28 of the vehicle. The occupant protection control system 30 is incommunication with a smart control bus 36 and with an electromotor beltcontrol 38. In one embodiment, the smart control bus 36 is a peripheralsensor interface 5 (PSI5) two-wire communication bus. Further, theoccupant protection control system 30 is connected by a communicationbus or other communication arrangement to a vehicle seat controller 40as shown in FIG. 1 .

The vehicle seat controller 40 includes a vehicle seat control processor42 for processing various input signals and providing various outputpower signals over separate power connectors 50, 52, 54, 56 as shown inFIG. 1 , along with a memory 44. Further, FIG. 1 shows the powerconnectors 50, 52, 54, 56 connecting to respective smart controladapters 60, 62, 64, 66. An additional smart control adapter 68 connectsto the electromotor belt control 38. All of the smart control adapters60, 62, 64, 66, 68 are in communication with the occupant protectioncontrol system 30 via the smart control bus 36.

FIG. 1 shows the smart control adapter 60 connected for providing powerto a seat back/forward electric drive 70. Further, the smart controladapter 62 is capable of providing power to a seat up/down electricdrive 72. The smart control adapter 64 is connected to a seat tiltelectric drive 74 for providing power to an electric motor thereof andthe smart control adapter 66 is connected to the seat back electricdrive 76 to provide power thereto. Finally, the smart control adapter 68is connected to the seat belt electric drive 78 to provide powerthereto.

FIG. 1 also shows a seat back/forward position sensor 80 for sensingseat back/forward position or movement and providing the sensedinformation to the vehicle seat controller 40 over a communication line.In one embodiment, the position sensor 80 is a Hall effect sensor thatsenses rotation of an electric motor of the seat back/forward electricdrive 70. In another embodiment, the sensor is a position switch thatsenses the movement of the seat through a particular position along atrack or rail for permitting movement of the vehicle seat. Finally, theposition sensor 80 may include both a Hall effect sensor and one or moreposition switches.

FIG. 1 also shows a seat up/down position sensor 82 for sensing seatup/down position or movement and providing the sensed information to thevehicle seat controller 40 over a communication line. In one embodiment,the seat up/down position sensor 82 is a Hall effect sensor and/or oneor more position switches for sensing up/down movement of the vehicleseat.

FIG. 1 shows a seat tilt position sensor 84 for sensing seat tilting andproviding the sensed information to the vehicle seat controller 40 overa communication line. In one embodiment, the seat tilt position sensor84 is a Hall effect sensor for sensing operation of a motor of the seattilt electric drive 74 and/or a tilt sensor for sensing tilting movementof the vehicle seat.

FIG. 1 also shows a seat back position sensor 86 for sensing seat backposition or angle and providing the sensed information to the vehicleseat controller 40 over a communication line. In one embodiment, theseat back position sensor 86 is a Hall effect sensor for sensingoperation of a motor of the seat back electric drive 76. In anotherembodiment, the seat back position sensor is an angle sensingarrangement for sensing the exact angle of the seat back of the vehicleseat.

FIG. 2 is an enhanced block diagram of the vehicle seat controller 40shown in FIG. 1 and includes devices connected thereto. The vehicle seatcontroller 40 includes a power conditioner 102 for receiving power, atransceiver 106 for communication, and a scalable switch input structure110. Further, the vehicle seat controller 40 includes a scalableposition sensing signal conditioner 118 and a comfort function link 122.The vehicle seat controller 40 includes a scalable power stagecontroller 126 and a scalable power stage 128 for selectively providingpower to from 3 to 7 electric drives. In one embodiment, the scalablepower stage 128 is a H-bridge power stage.

FIG. 2 also shows a power bus 144 for providing power to the vehicleseat controller 40. A communication bus 148 also is connected to thevehicle seat controller 40 via the transceiver 106. A user controlinterface 150 with a plurality of touch switches is shown in FIG. 2 .The user control interface 150 provides inputs via the scalable switchinput structure 110 to the vehicle seat control processor 42. Further,FIG. 2 shows a powered vehicle seat 160 for purposes of illustrationonly. The vehicle seat controller 40 typically is disposed within thepowered vehicle seat 160.

FIG. 3 shows an enhanced block diagram of the smart control adapter 60that includes connections to receive inputs from the occupant protectioncontrol system 30 and from the vehicle seat controller 40. Further, thesmart control adapter 60 selectively provides power to the seatback/forward electric drive 70.

The block diagram of FIG. 3 further shows the smart control adapter 60including a connector power port 170 for connecting to the powerconnector 50. The smart control adapter 60 includes a enable input port174 for connecting to the smart control bus 36 and a output connectorport 178 for connecting to a power line or power connector of the seatback/forward electric drive 70.

The circuit for the smart control adapter 60 includes a voltage sensor180 for determining the voltage received from power connector 50. Asmart controller 190 receives the output of the voltage sensor 180 andan enable signal from the smart control bus 36. The smart controller 190is connected to open and close a switch circuit 194. The switch circuit194 provides a path for power from the power connector 50 to the seatback/forward electric drive 70.

The smart control adapters 62, 64, 66 and 68 have similar arrangementswith the respective power connectors and the respective vehicle seatelectric drives 72, 74, 76, 78. Thus, further illustration is notnecessary.

Vehicle Seat Operation

FIG. 4 is a flow chart illustrating operation of the occupant protectioncontrol system 30. The occupant protection control system 30 receivesinputs from the pre-collision sensor unit 24, electronic stabilitycontrol 26 and the contact collision sensor 28 (step 204). Thepre-collision sensor unit 24 provides outputs from one or more groups ofsensors, including radar sensors, Lidar sensors, video imaging sensors,and ultrasonic sensors. The electronic stability control 26 providesvehicle speed information, vehicle skidding information, lateral forceinformation, acceleration and other relevant data as to the operation ofthe vehicle. The contact collision sensor 28 provides accelerationinformation related to a vehicle collision.

The occupant protection control processor 34 is configured to executeone or more pre-crash algorithms using inputs from the pre-collisionsensor unit 24 and the electronic stability control 26 to analyzewhether a vehicle is about to have a collision with another vehicle or astationary object (step 208). The occupant protection control processor34 also determines whether the vehicle is about to skid from a roadway.

In response to the determination of an imminent collision not occurring(step 210), the program returns to again receive inputs (step 204). If acollision is determined to be imminent, the occupant protection controlprocessor 34 outputs at least one trigger signal to the vehicle seatcontroller 40 and to the electromotor belt control 38, along with atleast one enable signal on the smart control bus 36 (step 212). At leastone trigger signal indicates that fast mode operation of the vehicleseat controller 40 is desired.

FIG. 5 is a flow chart 240 showing operation of the vehicle seatcontroller 40. The vehicle seat controller 40 receives inputs or a seatposition signal from each of the seat position sensors 80, 82, 84, 86 ofthe respective vehicle seat electric drives 70, 72, 74, 76 of thepowered vehicle seat 160. In one embodiment, the seat position sensorstrack the operation and the rotation of electric motors of therespective vehicle seat electric drives 70, 72, 74, 76. In anotherembodiment, additional position switches are provided for the seatposition sensors 80, 82, 84, 86 that indicate when the powered vehicleseat 160 is at or moving past a definite known position. The vehicleseat control processor 42 is configured to execute an algorithm orcomputer programs to analyze the information from the seat positionsensors 80, 82, 84, 86 to determine the seat back/forward position, theseat up/down position, the seat tilt position and the seat back position(step 244), respectively. Sensing movement of a powered vehicle seat 160past a known position along a track or path enables recalibrating of aseat position by providing an exact seat position signal to the vehicleseat control processor 42. The determined or calculated positions arestored and maintained by the vehicle seat control processor 42. Thendeterminations are made whether the powered vehicle seat 160 is moved byan occupant utilizing the user control interface 150 in a slow mode ofoperation or during seat movement in a fast mode in anticipation of avehicle collision. The seat position information is stored by thevehicle seat controller 40 in either mode and maintained when thevehicle is not in use.

The vehicle seat control processor 42 determines whether an inputreceived from the occupant protection control system 30 is for a fastmode (step 250). If a fast mode is not detected, the vehicle seatcontrol processor 42 returns to determine the various seat positions.

When a fast mode is detected, the vehicle seat control processor 42 isconfigured for comparing each current seat position with respectivestored desired seat positions for each of the positions that is storedin memory 44 (step 254) for an imminent collision. The stored desiredseat positions are typically provided by a vehicle manufacturer andstored in the memory 44 provided with the vehicle seat controller 40.The desired seat position corresponds to a position to mitigate severityof a collision for an occupant of the vehicle seat.

After the comparison, the vehicle seat control processor 42 isconfigured to determine fast mode operation for the vehicle seat toachieve the desired position (step 258). The direction of movement and adistance for the seat in tilting, up/down, and forward/backward, alongwith the angle of the seatback or back rest are determined. Thisdetermination includes whether a positive polarity or a negativepolarity is provided for the power or voltage that is output forcontrolling the powered vehicle seat 160 or seat component in the properdirection.

Thereafter, the vehicle seat controller 40 provides fast mode voltage onpower connectors 50, 52, 54, 56 as necessary to move the seat to theappropriate position and orientation (step 262). In some instances,wherein the powered vehicle seat 160 is already at the proper height orforward location, no power is applied to the particular power connector.

FIG. 6 is a flow chart 300 showing operation of one smart controladapter 60. The other smart control adapters operate in a similarmanner. In operation, the voltage sensor 180 senses voltage received bythe smart control adapter 60 and the voltage is compared by the smartcontroller 190 with a corresponding stored or predetermined fast modevoltage level or voltage range, to determine if a fast mode voltage isreceived (step 304). When the sensed voltage is less than a fast modevoltage level, the smart controller returns to the beginning of theprogram.

When the sensed voltage is greater than or equal to a voltage level forthe fast mode, the smart controller 190 determines that the sensedvoltage corresponds to the fast mode voltage and then advances todetermine whether an enable signal is present on the smart control bus36 (step 308). When the enable signal is absent, the smart controller190 considers the situation as an error or fault. The smart controller190 controls the switch circuit 194 to ensure that no voltage isprovided to a motor of the seat back/forward electric drive 70.

When the enable signal is present on the smart control bus 36 (step308), the smart controller 190 controls the switch circuit 194 toprovide the fast mode voltage to the vehicle seat back/forward electricdrive 70. Thus, the seat is moved forwardly or rearward toward thedesired seat position for a collision. The fast mode voltage is greaterthan the slow mode voltage and, thus enables movement of the poweredvehicle seat 160 or a vehicle seat component, such as a seat back, at avelocity that is from three to seven times faster than movement thereofin the slow mode. Thus, pivoting or rotation of the seat back occurs ata velocity from three to seven times faster than movement thereof in theslow mode.

Besides moving the powered vehicle seat 160 forward and backward, thepowered vehicle seat 160 is tilted and raised up or down, along with themovement of the seat back, to obtain the stored desired seat position tomitigate severity of a collision to an occupant of the powered vehicleseat.

In one embodiment, the power applied on the power connector 50 is apulse width modulated (PWM) voltage. Thus, the amount of power isdependent on the pulse width of the applied voltage. In this embodiment,the voltage sensor 180 senses the voltage over a time period todetermine a fast mode voltage, which is much greater than a slow modevoltage.

While the above arrangement shown in FIG. 3 and the method illustratedin FIG. 6 are provided for the seat back/forward electric drive 70,similar arrangements are provided for providing voltage to the seatup/down electric drive 72, the vehicle seat tilt electric drive 74 andthe vehicle seat back electric drive 76 for adjusting the seat backangle. In one embodiment, the motors of the vehicle seat electric drives70, 72, 74, 76 are DC brush motors.

Providing no voltage from the smart control adapter 60, 62, 64, 66 tothe respective vehicle seat electric drive 70, 72, 74, 76 when the fastmode voltage is received and the enable signal is not received by thesmart control adapter, acts to limit inadvertent actuation of thevehicle seat electric drive.

Vehicle Seat Belt Operation

As shown in FIG. 1 , the electromotor belt control 38 receives an inputor trigger signal from the occupant protection control system 30. Inresponse to the trigger signal indicating an imminent collision, theelectromotor belt control 38 outputs power to the smart control adapter68. The smart control adapter 68 includes a current or voltage sensorsimilar to the arrangement shown in FIG. 3 . When the current level isgreater than a stored or predetermined current level and the enablesignal is present, the smart control adapter provides the power to theseat belt electric drive 78 to tighten or maintain tension of the seatbelt of an occupant before a collision occurs. Tightening or tensioningof the seat belt of an occupant occurs only after movement of thevehicle seat 160 is completed or stopped.

While the embodiment shown in FIG. 1 provides an arrangement for asingle vehicle seat, in another embodiment, the arrangement is providedfor each powered vehicle seat provided in a vehicle.

The memory 35 and the memory 44 are non-transitory computer readablememory modules that may include volatile memory, non-volatile memory, ora combination thereof and, in various constructions, may also storeoperating system software, applications/instructions data, andcombinations thereof. The memory 35 and the memory 44 are typicallyread-only memory (ROM) and/or random access memory (RAM).

The occupant protection control processor 34 and the vehicle seatcontrol processor 42 are designed to execute algorithms. However, otherarrangements such as application-specific integrated circuits (ASIC) anddigital circuits are contemplated for signal processing. The processorsinclude microprocessors and other computing devices. In one embodiment,the smart controller 190 is an ASIC circuit. In another embodiment, thesmart controller 190 is a processor that includes a memory.

While not discussed in detail above, the enable signals provided by thevehicle seat control processor 42 on the smart control bus 36, aredifferent individual enable signals recognizable by the different smartcontrol adapters 60, 62, 64, 66, 68.

Second Embodiment of Pre-Crash Seat Actuator System

FIG. 7 is a block diagram of a pre-crash seat actuator system 420according to another embodiment. A pre-collision sensor unit 424includes at least one sensor from the group consisting of a radarsensor, a Lidar sensor, a video imaging sensor and an ultrasonic sensor.In some embodiments, multiple sensors of each type are contemplated forthe pre-collision sensor unit 424. Sensing of potential collisions withfrontwardly located or rearwardly located vehicles or objects near orabout the vehicle is contemplated. In one embodiment, the pre-collisionsensor unit 424 is capable of determining the speed and direction ofmovement of other nearby vehicles to assist in determining whether acollision is imminent.

FIG. 7 shows an electronic stability control 426 that controls vehiclespeed and other conditions to provide vehicle stability by detecting andreducing loss of traction (skidding). FIG. 7 also shows a contactcollision sensor 428 that can be an accelerometer or other type ofcollision sensor. In one embodiment, the contact collision sensor 428 isdisposed within an occupant protection control system 430. In someembodiments, the pre-collision sensor unit 424, the electronic stabilitycontrol 426 and the contact collision sensor 428 are in communicationwith the occupant protection control system 430 via a communication bus,such as a Flex-ray or a CAN bus. In other embodiments, individualelectrical connections are provided for some or all of the units andsensors.

The occupant protection control system 430 includes an occupantprotection control processor 434 that determines an impending vehiclecollision from inputs from the pre-collision sensor unit 424 and theelectronic stability control 426. The occupant protection control system430 includes a memory 435 for storing algorithms or programs executableby the occupant protection control processor 434. The occupantprotection control processor 434 also determines a vehicle collision orvehicle crash condition in response to inputs from the contact collisionsensor 428 of the vehicle. The occupant protection control system 430 isin communication with an electrical connector 436, a communication bus437 and an electromotor belt control 438. In one embodiment, theelectrical connector 436 is a hard wire connector. The occupantprotection control system 430 is directly connected via the electricalconnector 436 and over the communication bus 437 to a vehicle seatcontroller 440 as shown in FIG. 7 .

The vehicle seat controller 440 includes a vehicle seat controlprocessor 442 for processing various input signals and providing variousoutput power signals over separate power connectors 450, 452, 454, 456as shown in FIG. 7 , along with a memory 444. Further, FIG. 7 shows thepower connectors 450, 452, 454, 456 connecting to respective electricdrives. More specifically, FIG. 7 shows the power connector 450connected to a seat back/forward electric drive 470 and the powerconnector 452 connected to a vehicle seat up/down electric drive 472.The power connector 454 is connected to a seat tilt electric drive 474for providing power to an electric motor thereof and the power connector456 is connected to the seat back electric drive 476 to provide powerthereto. Finally, the electromotor belt control 438 is connected to theseat belt electric drive 478 to provide power thereto.

FIG. 7 also shows a seat back/forward position sensor 480 for sensingseat back/forward position or movement and providing the sensedinformation to the vehicle seat controller 440 over a communicationline. In one embodiment, the position sensor 480 is a Hall effect sensorthat senses rotation of an electric motor of the seat back/forwardelectric drive 470. In another embodiment, the sensor is a positionswitch that senses the movement of the seat through a particularposition along a track or rail that enables movement of the vehicleseat. Finally, the position sensor 480 may include both a Hall effectsensor and one or more position switches.

FIG. 7 shows a seat up/down position sensor 482 for sensing seat up/downposition or movement and providing the sensed information to the vehicleseat controller 440 over a communication line. In one embodiment, theseat up/down position sensor 482 is a Hall effect sensor and/or one ormore position switches for sensing up/down movement of the vehicle seat.

FIG. 7 shows a seat tilt position sensor 484 for sensing seat tiltingand providing the sensed information to the vehicle seat controller 440over a communication line. In one embodiment, the seat tilt positionsensor 484 is a Hall effect sensor for sensing operation of a motor ofthe seat tilt electric drive 474 and/or a tilt sensor for sensingtilting movement of the vehicle seat.

FIG. 7 also shows a seat back position sensor 486 for sensing seat backposition or angle and providing the sensed information to the vehicleseat controller 440 over a communication line. In one embodiment, theseat back position sensor 486 is a Hall effect sensor for sensingoperation of a motor of the seat back electric drive 476. In anotherembodiment, the seat back position sensor 486 is an angle sensingarrangement for sensing the exact angle of the seat back of the vehicleseat.

FIG. 8 is an enhanced block diagram of the vehicle seat controller 440shown in FIG. 7 and includes devices connected thereto. The vehicle seatcontroller 440 includes a power conditioner 502 for receiving power, atransceiver 506 for communication, a scalable switch input structure 510and a signal conditioner 514. The signal conditioner 514 receives thecollision signal from the directly wired electrical connector 436 andprovides a conditioned signal to the vehicle seat control processor 442.

Further, the vehicle seat controller 440 includes a scalable positionsensing signal conditioner 518 that provides position signals to thevehicle seat control processor 442. The vehicle seat controller 440 alsoincludes a comfort function link 522. The vehicle seat controller 440includes a scalable power stage controller 526 and a scalable powerstage 528 for selectively providing power to between 3 to 7 electricdrives, such as the vehicle seat electric drives 470, 472, 474, 476. Inone embodiment, the scalable power stage 528 is a H-bridge power stage.

FIG. 8 also shows a power bus 544 for providing power to the vehicleseat controller 440. The communication bus 437 also is connected to thevehicle seat control processor 442 via the transceiver 506. A usercontrol interface 550 with a plurality of touch switches is shown inFIG. 8 . The user control interface 550 provides inputs via the scalableswitch input structure 510 to the vehicle seat control processor 542. Inone embodiment, the collision signal is provided on the electricalconnector 436 connecting the occupant protection control system 430 tothe vehicle seat controller 440 for indicating an imminent or highprobability of a collision. Further, FIG. 8 shows a powered vehicle seat560 for purposes of illustration only. The vehicle seat controller 440typically is disposed within the powered vehicle seat 560.

Vehicle Seat Operation—Second Embodiment

FIG. 9 is a flow chart illustrating operation of the occupant protectioncontrol system 430 shown in FIG. 7 . The occupant protection controlsystem 430 receives inputs from the pre-collision sensor unit 424,electronic stability control 426 and the contact collision sensor 428(step 604). The pre-collision sensor unit 424 provides outputs from oneor more groups of sensors, including radar sensors, Lidar sensors, videoimaging sensors and ultrasonic sensors. The electronic stability control426 provides vehicle speed information, vehicle skidding information,lateral force information, acceleration and other relevant data as tothe operation of the vehicle. The contact collision sensor 428 providesacceleration information related to a vehicle collision.

The occupant protection control processor 434 is configured to executeone or more pre-crash algorithms using inputs from the pre-collisionsensor 424 and the electronic stability control 426 to analyze whether avehicle is about to have a collision with another vehicle or astationary object (step 608 shown in FIG. 9 ). The percentage likelihoodof a collision is determined. The occupant protection control processor434 also determines whether the vehicle is about to skid from a roadway.

In response to the probability of a collision occurring being less thana threshold of X % (step 610 shown in FIG. 9 ), the program returns toagain receive inputs (step 604). Variable “X” is a preselected valuethat is stored in the memory 435 of the occupant protection controlsystem 430 in one embodiment. The X value is at least 70% in oneembodiment. If the probability of a collision is greater than athreshold X %, the occupant protection control processor 434 outputs acollision signal to the vehicle seat controller 440 on the electricalconnector 436 (step 612). Then, the occupant protection controlprocessor 434 provides various trigger signals and data to the vehicleseat control processor 434 via the communication bus 437 (step 616), andseparately provides a belt control signal, in certain instances, to theelectromotor belt control 438. At least one trigger signal indicatesthat a fast mode operation of the vehicle seat controller 40 is desired.

Upon completion of the output of a trigger signal (step 616 shown inFIG. 9 ), the occupant protection control processor 434 receives inputsfrom the pre-collision sensor unit 424, electronic stability control 426and the contact collision sensor 428 (step 604) and reexecutes theprogram. While the probability of a collision can be high, such asgreater than 80%, a vehicle may be operated to avoid a collision. Insuch an instance, the collision signal provided to the vehicle seatcontroller (step 612) on the electrical connector 426 is removed beforea collision occurs. As the trigger signal is provided to the vehicleseat controller 440 by the occupant protection control processor 434 viathe communication bus 437, the collision signal provided on theelectrical connector 436 has a faster response time due in part tolatency of the communication bus. While the collision signal and thetrigger signal are illustrated as being generated in the same flow chart600 of FIG. 9 , in other embodiments two separate subroutines orprograms are executed by the occupant protection control processor 434to provide the collision signal and the trigger signal separately.

FIG. 10 is a flow chart 640 illustrating operation of the vehicle seatcontroller 440 shown in FIGS. 7 and 8 . The vehicle seat controller 440receives inputs from a plurality of different seat position sensors 480,482, 484, 486 and the vehicle seat control processor 442 processes theinputs to determine a change of position and adjust the previouslystored position of the vehicle seat 560 (step 642). Thus, the positionof the vehicle seat 560 is updated and stored in the memory 444 of thevehicle seat controller 440.

The vehicle seat control processor 442 is configured to determinewhether a collision signal is received from the occupant protectioncontrol system 430 (step 644 in FIG. 10). When a collision signal is notreceived, the program advances so that the vehicle seat 560 eitherremains stationary or reverses direction (step 646). The vehicle seat560 reverses direction only when the vehicle seat controller 440previously was receiving the collision signal and moving toward thedesired seat position for a collision. Thus, the vehicle seat 560 iscontrolled to return to its original or starting seat position at a slowmode voltage when the vehicle seat previously was moving toward thedesired position to mitigate a collision when a collision is avoided. Inanother embodiment, when the collision signal is not received and inaddition, there is an absence of a physical collision of the vehicle,the vehicle seat controller 440 returns the vehicle seat 560 to itsoriginal starting seat position. The communication bus 437 has a latencyor delay. Thus, the collision signal provided by the electricalconnector 436 typically is determined and output from the occupantprotection control system 430 more quickly than the trigger signalprovided on the communication bus 437 to the vehicle seat controller440. Therefore, using the presence of a collision signal to determinethe avoidance of a collision and reset the vehicle seat 560 is a usefulapproach.

When the vehicle seat control processor 442 determines that a collisionsignal is received (step 644), the program or algorithm advances todetermine whether a trigger signal is received (step 650). When atrigger signal is not received (step 650), indicating that no collisionis probable for the vehicle, the program returns to the beginning (step642) and reexecutes the program. In some embodiments (not shown), whenthe trigger signal is not present (step 650) and the vehicle seat 560 isbeing moved, the vehicle seat is controlled to reverse the vehicle seatelectric drives 470, 472, 477, 476 to return the vehicle seat to thestarting seat position in a slow mode in a similar manner as at step 646before returning to the beginning of the program shown in FIG. 10 .

When both at least one collision signal and at least one trigger signalare received (steps 644, 650), the vehicle seat control processor 442compares seat positions with a stored desired seat position for acollision (step 652). Thereafter, the vehicle seat control processor 442determines whether any of the seat positions for back/forward seatposition, up/down seat position, tilt seat position and seat back(angle) position are already at the desired seat position (step 654).When yes, the power for the particular vehicle seat electric drive isdiscontinued from the vehicle seat controller 440 to stop movement (step656). In the instance that all of the four seat positions are at thedesired seat position, the program ends (step 656). When not all of theseat positions are at the desired seat positions to mitigate acollision, the program executed by the vehicle seat control processor442 determines a fast mode operation for moving the vehicle seat 560 tothe desired seat position. Thus, a polarity, if necessary, for fast modevoltage output is determined for each of the vehicle seat electricdrives 470, 472, 474, 476.

The vehicle seat controller 440 then provides power as necessary viaselected ones of the power connectors 450, 452, 454, 456 to the vehicleseat electric drives 470 472, 474, 476 to move the vehicle seat 560 tothe desired seat position for an imminent collision (step 662).Thereafter, the vehicle seat control processor 442 returns tore-determine a current position of the vehicle seat 560 from changesreceived from the position sensors 480, 482, 484, 486 of the vehicleseat.

Vehicle Seat Belt Operation

As shown in FIG. 7 , the electromotor belt control 438 receives an inputor trigger signal from the occupant protection control system 430. Inresponse to the trigger signal indicating an imminent collision, theelectromotor belt control 438 outputs power to the seat belt electricdrive 478 to tighten or maintain tension of the seat belt of an occupantbefore a collision occurs. Tightening or tensioning of the seat belt ofan occupant occurs only after movement of the vehicle seat 560 iscompleted.

Thus, the invention provides, among other things, a pre-crash actuatorsystem and method for operating to determine that a collision isimminent and move a vehicle seat to mitigate a collision as to anoccupant. Further, a comparison is made of two signals received by thevehicle seat controller or received by a smart control adapter toprevent erroneous movement of the vehicle seat. Various features andadvantages of the invention are set forth in the following claims.

What is claimed is:
 1. A method for moving a vehicle seat when acollision is probable comprising: determining that a collision isprobable with an occupant protection control system; providing at leastone trigger signal and at least one collision signal from the occupantprotection control system when a collision is probable; in response toreceiving the at least one trigger signal and the at least one collisionsignal by a vehicle seat controller, providing a fast mode voltage fromthe vehicle seat controller on a power connector to a vehicle seatelectric drive for moving the vehicle seat from a starting seat positionto a desired seat position to mitigate the severity of a collision on anoccupant of the vehicle seat; and in response to loss of the collisionsignal, providing a voltage on the power connector from the vehicle seatcontroller to the vehicle seat electric drive to return the vehicle seatto the starting seat position, wherein the collision signal is providedfrom the occupant protection control system to the vehicle seatcontroller on a wire connector, and wherein the trigger signal isprovided from the occupant protection control system to the vehicle seatcontroller on a communication bus.
 2. The method according to claim 1,wherein the communication bus has a latency.
 3. The method according toclaim 1, wherein the vehicle seat electric drive is a seat back/forwardelectric drive and the power connector is a first power connector, andthe method further including in response to receiving the at least onetrigger signal and the at least one collision signal by the vehicle seatcontroller, providing a fast mode voltage from the vehicle seatcontroller on a second power connector to a seat up/down electric drivefor moving the vehicle seat from the starting seat position to thedesired seat position to mitigate the severity of a collision on anoccupant of the vehicle seat, and providing a fast mode voltage from thevehicle seat controller on a third power connector to a vehicle seattilt electric drive for moving the vehicle seat from the starting seatposition to the desired seat position to mitigate the severity of acollision on an occupant of the vehicle seat.
 4. The method according toclaim 1, further including: at least one seat position sensor providinga seat position signal to the vehicle seat controller, and determining aposition of the vehicle seat from the seat position signal.
 5. Themethod according to claim 1, wherein the voltage provided on the powerconnector in response to loss of the collision signal and absence of acollision of the vehicle is a slow mode voltage to return the vehicleseat to the starting seat position.
 6. The method according to claim 1,wherein two separate subroutines or programs are executed by theoccupant protection control processor to provide the collision signaland the trigger signal separately.
 7. The method according to claim 2,wherein the collision signal has a faster response time than the triggersignal due to the latency of the communication bus.
 8. The methodaccording to claim 1, including controlling an electromotor belt controlconnected to the occupant protection control system, the electromotorbelt control providing power to a seat belt electric drive fortightening or tensioning of a seat belt of an occupant.
 9. The methodaccording to claim 8, wherein the tightening or tensioning of the seatbelt of an occupant occurs only after movement of the vehicle seat iscompleted.
 10. The method according to claim 1, wherein the collisionsignal has a faster response time than the trigger signal.
 11. Apre-crash seat actuator system for moving a vehicle seat of a vehicle,comprising: a pre-collision sensor unit for sensing objects near thevehicle; an occupant protection control system including an occupantprotection control processor, the occupant protection control processorconfigured to: receive inputs from an electronic stability control andthe pre-collision sensor unit, use the inputs to determine that acollision is imminent, and when a collision is imminent, provide acollision signal and a trigger signal; a vehicle seat controllerincluding a seat control processor, the seat control processorconfigured to: receive the collision signal over a wire connector,receive the trigger signal on a communication bus, determine a directionand a distance for moving the vehicle seat when a collision is imminent,in response to the trigger signal, provide a fast mode voltage on apower connector to a vehicle seat electric drive for moving the vehicleseat in a fast mode from a starting seat position to a desired seatposition to mitigate the severity of a collision on an occupant of thevehicle seat, and in response to loss of the collision signal, providinga voltage on the power connector to the vehicle seat electric drive toreturn the vehicle seat to the starting position.
 12. The systemaccording to claim 11, wherein the communication bus has a latency. 13.The system according to claim 11, wherein the vehicle seat electricdrive is a seat back/forward electric drive and the power connector is afirst power connector, and the vehicle seat controller, in response toreceiving the at least one trigger signal and the at least one collisionsignal, providing a fast mode voltage on a second power connector to aseat up/down electric drive for moving the vehicle seat from thestarting seat position to the desired seat position to mitigate theseverity of a collision on an occupant of the vehicle seat, andproviding a fast mode voltage on a third power connector to a vehicleseat tilt electric drive for moving the vehicle seat from the startingseat position to the desired seat position to mitigate the severity of acollision on an occupant of the vehicle seat.
 14. The system accordingto claim 11, further including: at least one seat position sensorproviding a seat position signal to the vehicle seat controller, and thevehicle seat controller determining a position of the vehicle seat fromthe seat position signal.
 15. The system according to claim 11, whereintwo separate subroutines or programs are executed by the occupantprotection control processor to provide the collision signal and thetrigger signal separately.
 16. The system according to claim 12, whereinthe collision signal has a faster response time than the trigger signaldue to the latency of the communication bus.
 17. The system according toclaim 11, further including: a seat belt drive; and an electromotor beltcontrol connected to the occupant protection control system, theelectromotor belt control providing power to the seat belt electricdrive for tightening or tensioning of a seat belt of an occupant. 18.The method according to claim 17, wherein the tightening or tensioningof the seat belt of an occupant occurs only after movement of thevehicle seat is completed.